RTMG Performance Dual-Mass Flywheel for TFSI EA113 2.0L 2.5L

Special competition edition for EA113 and 2.5L 5-cylinder engines, with 3 additional holes in the crankshaft for better torque transfer and to prevent failure of the crankshaft-to-flywheel mounting bolts. 3 additional holes need to be drilled in the crankshaft to take full advantage of this flywheel, but it can also be installed using only the original 6 holes.

*Important*: To machine your crankshaft, you must send it to our facility.

The world's first chromoly DSG DQ500 dual-mass flywheel offers high performance, best-in-class durability, improved throttle response, and absolute precision balancing.

Introduction and advantages of the RTMG PERFORMANCE dual-mass flywheel

Another innovation in DSG automatic transmission systems from RTMG PERFORMANCE. The advantages of a dual-mass flywheel compared to previous generation single-mass flywheels are significant. The importance of having two masses in the flywheel lies in smoothing out the explosions generated by piston combustion during the third ignition stroke.

In a five-cylinder TSI or TFSI engine, four powerful combustions occur in a full 720-degree cycle (two rotations), which corresponds to engine power. These piston explosions, which generate reciprocating motion, are transformed into rotational motion via the crankshaft, and this motion is transferred to the flywheel. The dual-mass flywheel acts as a damper for these vibrations. Through its springs, it prevents maximum combustion forces from being transmitted to the gearbox.

By smoothing out these forces, a fluid power transmission from the engine to the gearbox is achieved, which extends component life and prevents gear wear. The manufacturer designed the dual-mass flywheel for DQ500 gearboxes to withstand up to 750 Nm of engine torque in daily use.

But what happens beyond that? When engine torque exceeds 750 Nm, the factory flywheel springs reach their limit, and combustion forces exceeding this point put the entire drivetrain under great stress: from the crankshaft and bolts to the gears, shafts, and finally, the tires. The factory flywheel was not designed to withstand hybrid setups or large turbochargers, slick tires for hard launches, or 10,000 RPM.

The new floating design prevents the springs from contacting the moving masses, ensuring smooth operation and a longer service life for the assembly. For those seeking maximum performance, each component is dynamically balanced with a precision of 0.01 G, and the total weight is 20% less than the factory flywheel. Furthermore, the internal Teflon components make our dual-mass flywheel more stable at high RPMs, preventing resonances and lateral vibrations. Another very important advantage of our reinforced flywheel is that, since the reinforced springs do not fully compress under torques greater than stock, breakage of the bolts between the flywheel and the crankshaft is avoided, as all impact forces are absorbed by the reinforced springs. The springs operate in a lubricated environment, ensuring that the entire assembly works harmoniously during accelerations and decelerations, both in competition conditions and daily use.